System and method for electronic power take-off controls

ABSTRACT

A refuse vehicle includes a battery configured to provide electrical energy to drive at least one of a plurality of wheels, a vehicle body supported by the chassis and defining a receptacle for storing refuse therein, and an electric power take-off system including a motor configured to power to a hydraulic system in response to receiving the electrical energy from the battery, an inverter configured to provide the electrical energy to the motor from the battery, a sensor configured to detect thermal energy within the inverter, and a controller configured to receive data from the sensor, wherein the controller is further configured to determine if the data from the sensor is greater than a critical operating condition and reduce a rate of electrical energy supplied to the motor in response to determining that the data from the sensor is greater than the critical operating condition.

CROSS-REFERENCE TO RELATED APPLICATION

This Application is a continuation of U.S. patent application Ser. No.17/327,336, filed May 21, 2021, which claims priority to U.S.Provisional Patent Application No. 63/084,415, filed Sep. 28, 2020, thecontent of which is hereby incorporated by reference in its entirety.

BACKGROUND

Electric refuse vehicles (i.e., battery-powered refuse vehicles) includeone or more energy storage elements (e.g., batteries) that supply energyto an electric motor. The electric motor supplies rotational power tothe wheels of the refuse vehicle to drive the refuse vehicle. The energystorage elements can also be used to supply energy to vehiclesubsystems, like the lift system or the compactor.

SUMMARY

One exemplary embodiment relates to a refuse vehicle. The refuse vehicleincludes a chassis supporting a plurality of wheels, a battery supportedby the chassis and configured to provide electrical power to a firstmotor, wherein rotation of the first motor selectively drives at leastone of the plurality of wheels, a vehicle body supported by the chassisand defining a receptacle for storing refuse therein, and an electricpower take-off system coupled to at least one of the chassis and thevehicle body. The electric power-take-off system includes a second motorconfigured to convert electrical power received from the battery intohydraulic power an inverter configured to provide electrical power tothe second motor from the battery, a heat dissipation device coupled tothe inverter, wherein the heat dissipation device is configured to coolthe inverter, a first sensor configured to detect thermal energy withinthe inverter, and a controller configured to receive data from the firstsensor and provide operating parameters to the heat dissipation device,wherein the controller is further configured to determine if the datafrom the first sensor is greater than a critical operating condition andshut down the electric power take-off system in response to determiningthat the data from the first sensor is greater than the criticaloperating condition.

Another exemplary embodiment relates to a refuse vehicle. The refusevehicle includes a chassis supporting a plurality of wheels, a chassisbattery supported by the chassis and configured to provide electricalpower to a first motor, wherein rotation of the first motor selectivelydrives at least one of the plurality of wheels, a vehicle body supportedby the chassis and defining a receptacle for storing refuse therein, andan electric power take-off system coupled to the chassis. The electricpower take-off system includes a secondary battery, a second motorconfigured to convert electrical power received from the chassis batteryinto hydraulic power, an inverter configured to provide electrical powerto the second motor from at least one of the chassis battery or thesecondary battery, a heat dissipation device in thermal communicationwith the inverter. The heat dissipation device includes a fluid pumpconfigured to pump cooling fluid through a plurality of conduits inthermal communication with the inverter, a first sensor configured todetect a fluid flow rate of cooling fluid at least one of the pluralityof conduits and a second sensor configured to detect the temperature ofthe cooling fluid in at least one of the plurality of conduits. Therefuse vehicle further includes a controller configured to receive datafrom the first sensor and second sensors and provide operatingparameters to the heat dissipation device in response to receiving thedata from the first and second sensor, wherein the controller is furtherconfigured to determine if the data from the first sensor is greaterthan a critical operating condition and shut down the electric powertake-off system in response to determining that the data from the firstsensor is greater than the critical operating condition.

Another exemplary embodiment relates to a method. The method includesproviding power to one or more components a system of a refuse vehicle.The refuse vehicle includes a chassis supporting a plurality of wheels,a chassis battery supported by the chassis and configured to provideelectrical power to a first motor, wherein rotation of the first motorselectively drives at least one of the plurality of wheels, a vehiclebody supported by the chassis and defining a receptacle for storingrefuse therein, and an electric power take-off system coupled to atleast one of the chassis and the vehicle body, the electric powertake-off system including a second motor configured to convertelectrical power received from the chassis battery into hydraulic power,an inverter configured to provide electrical power to the second motorfrom the chassis battery, a heat dissipation device coupled to theinverter, wherein the heat dissipation device is configured to cool theinverter, a first sensor configured to detect thermal energy within theinverter, and a controller configured to receive data from the firstsensor and provide operating parameters to the heat dissipation device,providing, by the controller, initial operating parameters to the one ormore components of the system, receiving, by the controller, data fromthe first sensor, determining, by the controller, if the data from thefirst sensor is greater than a critical operating condition, andshutting down the one or more components of the system, by thecontroller, in response to determining the data received is greater thanthe critical operating condition.

The invention is capable of other embodiments and of being carried outin various ways. Alternative exemplary embodiments relate to otherfeatures and combinations of features as may be recited herein.

BRIEF DESCRIPTION OF THE FIGURES

The disclosure will become more fully understood from the followingdetailed description, taken in conjunction with the accompanyingfigures, wherein like reference numerals refer to like elements, inwhich:

FIG. 1 is a perspective view of a front loading refuse vehicle accordingto an exemplary embodiment;

FIG. 2 is a perspective view of a side loading refuse vehicle accordingto an exemplary embodiment;

FIG. 3 is a front perspective view of an electric front loading refusevehicle according to an exemplary embodiment;

FIG. 4 is a right side view of the electric front loading refuse vehicleof FIG. 3 ;

FIG. 5 is a schematic view of a control system of the refuse vehicle ofFIG. 3 ;

FIG. 6 is a schematic view of an E-PTO controller system according to anexemplary embodiment;

FIG. 7 is flow diagram of an E-PTO controller process according to anexemplary embodiment.

FIG. 8 is flow diagram of a motor control process according to anexemplary embodiment; and

FIG. 9 is flow diagram of a thermal management process according to anexample embodiment.

DETAILED DESCRIPTION

Before turning to the figures, which illustrate the exemplaryembodiments in detail, it should be understood that the presentapplication is not limited to the details or methodology set forth inthe description or illustrated in the figures. It should also beunderstood that the terminology is for the purpose of description onlyand should not be regarded as limiting.

Referring to the FIGURES generally, the various exemplary embodimentsdisclosed herein relate to electric refuse vehicles. Electric refusevehicles, or E-refuse vehicles, include an onboard energy storagedevice, like a battery, that provides power to a motor that producesrotational power to drive the vehicle. The energy storage device, whichis commonly a battery, can be used to provide power to differentsubsystems on the E-refuse vehicle. The energy storage device is alsoconfigured to provide hydraulic power to different subsystems on theE-refuse vehicle through an electric power take-off (E-PTO) system.Generally, power take-off (PTO) mechanisms are included on refusevehicles to convert energy from a power source, such as an engine, toother systems on the truck, such as a hydraulic lifting system. However,here, the E-PTO system receives electrical power from the energy storagedevice and provides the electrical power to an electric motor. Theelectric motor drives a hydraulic pump that provides pressurizedhydraulic fluid to different vehicle subsystems, including the compactorand the lifting system.

The E-PTO system may include an E-PTO controller. The E-PTO controllermay monitor various systems within the refuse vehicle, including theE-PTO system. The E-PTO controller may receive data from sensors withinthe system, compare the data to expected values under normal operatingconditions, adjust the operation parameters of components of the system,and determine if a critical operating condition exists based on thesensor data. Further, the E-PTO controller may shut down the systemand/or the refuse vehicle in response to detecting a critical operatingcondition.

Referring to FIGS. 1-4 , a vehicle, shown as refuse vehicle 10, alsoreferred to as a refuse vehicle 10 throughout the application, (e.g.,garbage truck, waste collection truck, sanitation truck, etc.), includesa chassis, shown as a frame 12, and a body assembly, shown as body 14,coupled to the frame 12. The body assembly 14 defines an on-boardreceptacle 16 and a cab 18. The cab 18 is coupled to a front end of theframe 12, and includes various components to facilitate operation of therefuse vehicle 10 by an operator (e.g., a seat, a steering wheel,hydraulic controls, etc.) as well as components that can executecommands automatically to control different subsystems within thevehicle (e.g., computers, controllers, processing units, etc.). Therefuse vehicle 10 further includes a prime mover 20 coupled to the frame12 at a position beneath the cab 18. The prime mover 20 provides powerto a plurality of motive members, shown as wheels 21, and to othersystems of the vehicle (e.g., a pneumatic system, a hydraulic system,etc.). In one embodiment, the prime mover 20 is one or more electricmotors coupled to the frame 12. The electric motors may consumeelectrical power from an on-board energy storage device (e.g., batteries23, ultra-capacitors, etc.), from an on-board generator (e.g., aninternal combustion engine), or from an external power source (e.g.,overhead power lines) and provide power to the systems of the refusevehicle 10.

According to an exemplary embodiment, the refuse vehicle 10 isconfigured to transport refuse from various waste receptacles within amunicipality to a storage or processing facility (e.g., a landfill, anincineration facility, a recycling facility, etc.). As shown in FIGS.1-3 , the body 14 and on-board receptacle 16, in particular, include aseries of panels, shown as panels 22, a cover 24, and a tailgate 26. Thepanels 22, cover 24, and tailgate 26 define a collection chamber 28 ofthe on-board receptacle 16. Loose refuse is placed into the collectionchamber 28, where it may be thereafter compacted. The collection chamber28 provides temporary storage for refuse during transport to a wastedisposal site or a recycling facility, for example. In some embodiments,at least a portion of the on-board receptacle 16 and collection chamber28 extend over or in front of the cab 18. According to the embodimentshown in FIGS. 1-4 , the on-board receptacle 16 and collection chamber28 are each positioned behind the cab 18. In some embodiments, thecollection chamber 28 includes a hopper volume and a storage volume.Refuse is initially loaded into the hopper volume and thereaftercompacted into the storage volume. According to an exemplary embodiment,the hopper volume is positioned between the storage volume and the cab18 (i.e., refuse is loaded into a position behind the cab 18 and storedin a position further toward the rear of the refuse vehicle 10).

Referring again to the exemplary embodiment shown in FIG. 1 , the refusevehicle 10 is a front-loading refuse vehicle. As shown in FIG. 1 , therefuse vehicle 10 includes a lifting system 30 that includes a pair ofarms 32 coupled to the frame 12 on either side of the cab 18. The arms32 may be rotatably coupled to the frame 12 with a pivot (e.g., a lug, ashaft, etc.). In some embodiments, actuators (e.g., hydraulic cylinders,etc.) are coupled to the frame 12 and the arms 32, and extension of theactuators rotates the arms 32 about an axis extending through the pivot.According to an exemplary embodiment, interface members, shown as forks34, are coupled to the arms 32. The forks 34 have a generallyrectangular cross-sectional shape and are configured to engage a refusecontainer (e.g., protrude through apertures within the refuse container,etc.). During operation of the refuse vehicle 10, the forks 34 arepositioned to engage the refuse container (e.g., the refuse vehicle 10is driven into position until the forks 34 protrude through theapertures within the refuse container). As shown in FIG. 1 , the arms 32are rotated to lift the refuse container over the cab 18. A secondactuator (e.g., a hydraulic cylinder articulates the forks 34 to tip therefuse out of the container and into the hopper volume of the collectionchamber 28 through an opening in the cover 24. The actuator thereafterrotates the arms 32 to return the empty refuse container to the ground.According to an exemplary embodiment, a top door 36 is slid along thecover 24 to seal the opening thereby preventing refuse from escaping thecollection chamber 28 (e.g., due to wind, etc.).

Referring to the exemplary embodiment shown in FIG. 2 , the refusevehicle 10 is a side-loading refuse vehicle that includes a liftingsystem, shown as a grabber 38 that is configured to interface with(e.g., engage, wrap around, etc.) a refuse container (e.g., aresidential garbage can, etc.). According to the exemplary embodimentshown in FIG. 2 , the grabber 38 is movably coupled to the body 14 withan arm 40. The arm 40 includes a first end coupled to the body 14 and asecond end coupled to the grabber 38. An actuator (e.g., a hydrauliccylinder 42) articulates the arm 40 and positions the grabber 38 tointerface with the refuse container. The arm 40 may be movable withinone or more directions (e.g., up and down, left and right, in and out,rotation, etc.) to facilitate positioning the grabber 38 to interfacewith the refuse container. According to an alternative embodiment, thegrabber 38 is movably coupled to the body 14 with a track. Afterinterfacing with the refuse container, the grabber 38 is lifted up thetrack (e.g., with a cable, with a hydraulic cylinder, with a rotationalactuator, etc.). The track may include a curved portion at an upperportion of the body 14 so that the grabber 38 and the refuse containerare tipped toward the hopper volume of the collection chamber 28. Ineither embodiment, the grabber 38 and the refuse container are tippedtoward the hopper volume of the collection chamber 28 (e.g., with anactuator, etc.). As the grabber 38 is tipped, refuse falls through anopening in the cover 24 and into the hopper volume of the collectionchamber 28. The arm 40 or the track then returns the empty refusecontainer to the ground, and the top door 36 may be slid along the cover24 to seal the opening thereby preventing refuse from escaping thecollection chamber 28 (e.g., due to wind).

Referring to FIGS. 3-4 , the refuse vehicle 10 is a front loadingelectric refuse vehicle 10 (i.e., an E-refuse vehicle). Like the refusevehicle 10 shown in FIG. 1 , the E-refuse vehicle includes a liftingsystem 30 that includes a pair of arms 32 coupled to the frame 12 oneither side of the cab 18. The arms 32 are rotatably coupled to theframe 12 with a pivot (e.g., a lug, a shaft, etc.). In some embodiments,actuators (e.g., hydraulic cylinders, etc.) are coupled to the frame 12and the arms 32, and extension of the actuators rotates the arms 32about an axis extending through the pivot. According to an exemplaryembodiment, interface members, shown as forks 34, are coupled to thearms 32. The forks 34 have a generally rectangular cross-sectional shapeand are configured to engage a refuse container (e.g., protrude throughapertures within the refuse container, etc.). During operation of therefuse vehicle 10, the forks 34 are positioned to engage the refusecontainer (e.g., the refuse vehicle 10 is driven into position until theforks 34 protrude through the apertures within the refuse container). Asecond actuator (e.g., a hydraulic cylinder) articulates the forks 34 totip the refuse out of the container and into the hopper volume of thecollection chamber 28 through an opening in the cover 24. The actuatorthereafter rotates the arms 32 to return the empty refuse container tothe ground. According to an exemplary embodiment, a top door 36 is slidalong the cover 24 to seal the opening thereby preventing refuse fromescaping the collection chamber 28 (e.g., due to wind, etc.).

Still referring to FIGS. 3-4 , the refuse vehicle 10 includes one ormore energy storage devices, shown as batteries 23. The batteries 23 canbe rechargeable lithium-ion batteries, for example. The batteries 23 areconfigured to supply electrical power to the prime mover 20, whichincludes one or more electric motors. The electric motors are coupled tothe wheels 21 through a vehicle transmission, such that rotation of theelectric motor (e.g., rotation of a drive shaft of the motor) rotates atransmission shaft, which in turn rotates the wheels 21 of the vehicle.The batteries 23 can supply additional subsystems on the refuse vehicle10, including additional electric motors, cab controls (e.g., climatecontrols, steering, lights, etc.), the lifting system 30, and/or thecompactor 50, for example.

The refuse vehicle 10 can be considered a hybrid refuse vehicle as itincludes both electric and hydraulic power systems. As depicted in FIGS.3-5 , the refuse vehicle 10 includes an E-PTO system 100. The E-PTOsystem 100 is configured to receive electrical power from the batteries23 and convert the electrical power to hydraulic power that can be usedto power various other systems on the refuse vehicle 10. According tovarious embodiments, the E-PTO system 100 is self-contained within onthe body of the refuse vehicle 10. For example, the E-PTO system 100 maybe contained within a protective container (e.g., a fire resistantcontainer) positioned on the refuse vehicle 10. The E-PTO system 100includes an E-PTO sub-system 150 that includes various components of theE-PTO system 100, as will be discussed further herein. The E-PTO system100 includes an E-PTO controller 320 configured to control and monitor(i.e., by receiving data from sensors) the components of the E-PTOsub-system 150 and various components of the refuse vehicle 10 as willbe discussed in greater detail with reference to FIGS. 6 and 7 . TheE-PTO controller 320 may include a secondary battery such that the E-PTOcontroller 320 may operate independently of the battery 23. In someexamples, the E-PTO system 100 includes an electric motor 104 driving ahydraulic pump 102. The hydraulic pump 102 pressurized hydraulic fluidonboard the refuse vehicle 10, which can then be supplied to varioushydraulic cylinders and actuators present on the refuse vehicle 10. Forexample, the hydraulic pump 102 can provide pressurized hydraulic fluidto each of the hydraulic cylinders within the lift system 30 on therefuse vehicle. Additionally or alternatively, the hydraulic pump 102can provide pressurized hydraulic fluid to a hydraulic cylindercontrolling the compactor 50. In still further embodiments, thehydraulic pump 102 provides pressurized hydraulic fluid to the hydrauliccylinders that control a position and orientation of the tailgate 26.

With continued reference to FIG. 5 , the refuse vehicle 10 may include adisconnect 200 positioned between the batteries 23 and the E-PTO system100. The disconnect 200 provides selective electrical communicationbetween the batteries 23 and the E-PTO system 100 that can allow thesecondary vehicle systems (e.g., the lift system, compactor, etc.) to bedecoupled and de-energized from the electrical power source. Forexample, the E-PTO controller 320 may cause the disconnect 200 to bedecoupled and de-energized from the electrical power source. Thedisconnect 200 can create an open circuit between the batteries 23 andthe E-PTO system 100, such that no electricity is supplied from thebatteries 23 to the electric motor 104 or the inverter 110 that iscoupled to the electric motor 104 to convert DC power from the batteries23 to AC power for use in the electric motor 104. Without electricalpower from the batteries 23, the electric motor 104 will not drive thehydraulic pump 102. Pressure within the hydraulic system will graduallydecrease, such that none of the lifting system 30, compactor 50, orvehicle subsystems 106 relying upon hydraulic power will be functional.The refuse vehicle 10 can then be operated in a lower power consumptionmode, given the reduced electrical load required from the batteries 23to operate the refuse vehicle 10. The disconnect 200 further enables therefuse vehicle 10 to conserve energy when the vehicle subsystems are notneeded, and can also be used to lock out the various vehicle subsystemsto perform maintenance activities.

The disconnect 200 further allows an all-electric vehicle chassis to beretrofit with hydraulic power systems, which can be advantageous for avariety of reasons, as hydraulic power systems may be more responsiveand durable than fully electric systems. In some examples, the E-PTOsystem 100 includes a dedicated secondary battery 108 that is configuredto supply electrical power to the E-PTO system 100 if the disconnect 200is tripped, such that the secondary vehicle systems can remain optionaleven when the E-PTO system 100 is not receiving electrical power fromthe batteries 23. In some examples, the E-PTO system 100 operatesindependently of the battery 23, and includes its own dedicatedsecondary battery 108 that supplies DC electrical power to the inverter110, which converts the DC electrical power to AC electrical power thatcan then be supplied to the electric motor 104. In still furtherembodiments, the dedicated secondary battery 108 is directly coupled tothe electric motor 104 and supplies DC electrical power directly to theelectric motor 104. With the secondary battery 108 present within theE-PTO system 100, the E-PTO system can be agnostic to the chassis type,and can be incorporated into all-electric, hybrid, diesel, CNG, or othersuitable chassis types.

In certain embodiments, a heat dissipation device 112 is coupled to theinverter 110. The heat dissipation device 112 (e.g., a radiator, fan,etc.) is configured to draw heat away from the inverter 110 to reducethe risk of overheating. In certain embodiments, the heat dissipationdevice 112 is coupled to the inverter 110 via conduits. The conduits maybe configured to transport a cooling fluid to and from the inverter 110.For example, the heat dissipation device may include a fluid pumpconfigured to pump cooling fluid through the conduits. In certainembodiments, sensors may be positioned within or adjacent to theconduits. For example, the sensors may be configured to determine theflow rate of the cooling fluid through the conduits and/or thetemperature of the cooling fluid flowing through the conduits, as willbe discussed further below. It should be appreciated that the heatdissipation device 112 may also be coupled to various other componentsof the refuse vehicle 10.

Referring now to FIG. 6 , an E-PTO controller system 300 is shownaccording to an example embodiment. For example, the E-PTO controllersystem may be implemented and used by the refuse vehicle 10. The E-PTOcontroller system 300 includes an E-PTO controller 320 (i.e., the E-PTOcontroller 320 from FIG. 5 ). The E-PTO controller system 300 mayinclude one or more sensor(s) 350 configured to record data associatedwith various onboard device(s) 360. The sensor(s) 350 may include anytype of sensor that may record data corresponding to the onboarddevice(s) 360, including a heat sensor (e.g., a thermocouple), a thermalvision camera, a thermometer, an electric current sensor, pressuresensors, fuel level sensors, flow rate sensors, voltage detectors, noisemeters, air pollution sensors, mass flow rate sensors, etc. and anycombination thereof. The onboard device(s) includes any equipment thatis a part of the refuse vehicle 10, including the batteries 23, thetailgate 26, the lifting system 30, the top door 36, the grabber 38, thehydraulic cylinder 42, the compactor 50, the E-PTO system 100, thehydraulic pump 102, the electric motor 104, the dedicated secondarybattery 108, the inverter 110, the heat dissipation device 112, thesubsystems 106, E-PTO controller 320, and all sub components thereof.

In certain embodiments, each sensor 350 is configured to record datarelated to one or more onboard devices 360. For example, one or more athermal sensors 350 may detect and record the temperature of the heatdissipation device 112 and/or the inverter 110. Further, one or moresensors 350 may be within or adjacent to the conduits that connects theheat dissipation device 112 to the inverter 110. In this example, thesensors 350, may determine the temperature (e.g., thermocouples,resistance temperature detectors, thermistors, semiconductor based onintegrated circuits, etc.) and/or the fluid flow rate (e.g., a Coriolismeter, a differential pressure meter, a magnetic meter, a multiphasemeter, a turbine meter, an ultrasonic meter, a vortex meter, a positivedisplacement meter, an electromagnetic flow meter, etc.) of the coolingfluid in the conduits. In certain embodiments, more than one sensor 350is used to record data related to a single onboard device 360. Forexample, a thermal sensor 350 may detect and record the temperature ofthe inverter 110 and an electric flow sensor 350 may be used to recordthe current going into and/or out of the inverter 110.

In various embodiments, the E-PTO controller 320 is communicably coupledto sensor(s) 350, such that the data recorded by the sensor(s) 350 maybe saved and analyzed. The E-PTO controller 320 is also communicablycoupled to the onboard device(s) 360 such that the E-PTO controller 320may control the onboard device(s) 360 (e.g., by sending operatingparameters to the onboard devices). In certain embodiments, the E-PTOcontroller 320 includes a network interface circuit 301 configured toenable the E-PTO controller 320 to exchange information over a network.The network interface circuit 301 can include program logic thatfacilitates connection of the E-PTO controller 320 to the network (e.g.,a cellular network, Wi-Fi, Bluetooth, radio, etc.). The networkinterface circuit 301 can support communications between the E-PTOcontroller 320 and other systems, such as a remote monitoring computingsystem. For example, the network interface circuit 301 can include acellular modem, a Bluetooth transceiver, a radio-frequencyidentification (RFID) transceiver, and a near-field communication (NFC)transmitter. In some embodiments, the network interface circuit 301includes the hardware and machine-readable media sufficient to supportcommunication over multiple channels of data communication.

The E-PTO controller 320 is shown to include a processing circuit 302and a user interface 314. The processing circuit 302 may include aprocessor 304 and a memory 306. The processor 304 may be coupled to thememory 306. The processor 304 may be a general purpose or specificpurpose processor, an application specific integrated circuit (ASIC),one or more field programmable gate arrays (FPGAs), a group ofprocessing components, or other suitable processing components. Theprocessor 304 is configured to execute computer code or instructionsstored in the memory 306 or received from other computer readable media(e.g., CDROM, network storage, a remote server, etc.).

The memory 306 may include one or more devices (e.g., memory units,memory devices, storage devices, etc.) for storing data and/or computercode for completing and/or facilitating the various processes describedin the present disclosure. The memory 306 may include random accessmemory (RAM), read-only memory (ROM), hard drive storage, temporarystorage, non-volatile memory, flash memory, optical memory, or any othersuitable memory for storing software objects and/or computerinstructions. The memory 306 may include database components, objectcode components, script components, or any other type of informationstructure for supporting the various activities and informationstructures described in the present disclosure. The memory 306 may becommunicably connected to the processor 304 via processing circuit 302and may include computer code for executing (e.g., by the processor 304)one or more of the processes described herein.

The data collection circuit 308 is configured to collect and store datacollected by the sensor(s) 350. For example, the data collection circuit308 may collect data during operation of the refuse vehicle 10, andstore the data. Further, the collection circuit 308 is configured tostore operating parameters that the E-PTO controller 320 may provide toonboard devices 360 to control the onboard devices 360. For example, theE-PTO controller 320 may provide operating parameters to the heatdissipation device 112 such that the E-PTO controller 320 may controlthe cooling fluid flow rate through the conduits. The operatingparameters, for example, may be used to control the fluid pump withinthe heat dissipation device 112. For example, the operating parametersmay increase or decrease the pumping rate of the fluid pump, therebyincreasing or decreasing the flow rate of cooling fluid through theconduits. The data collection circuit 308 may also store normaloperating conditions corresponding to each sensor 350. For example, thenormal operating conditions may include a range of values measured byeach sensor 350 that indicates an onboard device 360 is operatingproperly. For example, if initial operating parameters are provided toan onboard device 360, the normal operating conditions may be theexpected senor 350 reading taken with respect to that onboard device360. Further, the data collection circuit 308 is configured to storethreshold measurements for each sensor 350. Each sensor 350 may have adifferent threshold measurement. In certain embodiments, the thresholdmeasurement may represent both an upper threshold measurement (i.e., theupper bound) and a lower threshold measurement (i.e., a lower bound),such that a sensor 350 measurement below the lower bound or above theupper bound may be indicative of a critical event. The thresholdmeasurement may represent a maximum (i.e., upper bound) and/or minimumacceptable (i.e., lower bound) value that may be detected by a sensor350. The threshold measurement may depended on each onboard device's 360demands (i.e., the onboard device 360 that the sensor 350 ismonitoring). For example, a sensor 350 may be used to measure thecooling fluid temperature exiting the heat dissipation device 112. Apredetermined threshold measurement may be defined for the sensor 350and if the sensor 350 measures a reading above that thresholdmeasurement, the E-PTO controller 320 may detect a critical operation.For example, the predetermined threshold measurement for the sensor 350may represent the maximum acceptable temperature that the cooling fluidmay safely reach without risking damage to the inverter 110 or the heatdissipation device 112. In another example, a sensor 350 may be used tomeasure the flow rate of the cooling fluid through the inverter 110. Thethreshold measurement for the sensor 350 may correspond with the minimumacceptable flow rate of the cooling fluid. For example, if the flow ratedropped below the threshold measurement, the inverter 110 or heatdissipation device 112 may be damaged.

The detection circuit 310 is configured to receive signals fromsensor(s) 350 and compare this data to the data stored by the datacollection circuit 308. For example, the detection circuit 310 may beable to identify if various components in a system (e.g., the E-PTOsystem 100, the lifting system 30, the compactor 50, subsystems 106,etc.) is in compliance (i.e., operating within the normal operatingcondition bounds). The detection circuit 322 is also configured todetermine if a sensor 350 reading exceeds the threshold measurement. Forexample, detection circuit 310 may determine the presence of a criticaloperating condition if a sensor 350 detects the temperature of theinverter 110, or a region thereof, exceeds a predetermined thresholdtemperature. In some embodiments, detection circuit 310 detects alocation of a critical operating condition. For example, detectioncircuit 310 may determine a critical operating condition is occurring inthe inverter 110 because a sensor 350 detecting a temperature over thethreshold temperature located proximate the inverter 110. In someembodiments, if the detection circuit 310 detects a critical operatingcondition, the critical operating condition, and the circumstancessurrounding it, is communicated to the alerting circuit 312.

Alerting circuit 312 is configured to perform one or more operations inresponse to receiving an indication of a critical operating condition.In some embodiments, alerting circuit 312 presents an indication of thecritical operating condition to an operator of refuse vehicle 10. Forexample, alerting circuit 312 may control a user interface 314 todisplay a warning to an operator of refuse vehicle 10.

The user interface 314 is configured to present information to andreceive information from a user. In some embodiments, user interface 314includes a display device (e.g., a monitor, a touchscreen, hud, etc.).In some embodiments, user interface 314 includes an audio device (e.g.,a microphone, a speaker, etc.). In various embodiments, user interface314 receives alerts from alerting circuit 312 and presents the alerts toan operator of refuse vehicle 10. For example, user interface 314 mayreceive a visual alert from alerting circuit 312 and display a graphicon a display device to alert an operator of refuse vehicle 10 of acritical operating condition and the location of the critical operatingcondition associated with the refuse vehicle 10.

In some embodiments, alerting circuit 312 operates refuse vehicle 10.For example, alerting circuit 312 may cause the E-PTO system 100 to shutdown in response to a critical operating condition being detected withrespect to a component of the E-PTO system 100. For example, if thecooling fluid flow rate through the inverter 110 is sensed (i.e., by asensor 350) to be below a threshold measurement (i.e., as determined bythe detection circuit 310), the alerting circuit 312 may cause theentire E-PTO system 100 to be shut down. Further, the alerting circuit312 may cause the entire refuse vehicle 10 to shut down in responsereceiving an indication of a critical operating condition. Additionallyor alternatively, alerting circuit 312 may transmit one or morenotifications. For example, alerting circuit 213 may transmit anotification to the network interface circuit 301, such that anotification may be sent via the network to a fleet monitoring systemthat monitors the status of various refuse vehicles 10.

Referring now to FIG. 7 , an E-PTO controls process 400 is shownaccording to an exemplary embodiment. For example, the process 400 maybe performed by the E-PTO controller 320. The process 400 begins withprocess 402. Process 402 involves powering on a system. For example, thesystem may be the E-PTO system 100, the lift system 30, the compactor50, any of the subsystems 106, and/or any other system included in therefuse vehicle 10. The power may be supplied to the system by thebattery 23 and/or a secondary battery 108. In certain exampleembodiments, the E-PTO controller 320 may cause power to be supplied tothe system. However, in other embodiments, another component (e.g., astart button) of the refuse vehicle 10 may cause power to be supplied tothe system.

Once power is provided to the system as a part of process 402, initialoperating parameters may be provided to the system components as a partof process 404. For example, the E-PTO controller 320 may provideinitial operating parameters to the system components. The initialoperating parameters may correspond with expected performancecharacteristics of the system. For example, an initial operatingparameter may be provided to the heat dissipation device 112 thatdefines a specific power input into a pump included in the heatdissipation device. The specific power input may correspond with anexpected cooling fluid flow rate through the heat dissipation device112. For example, a greater specific power input (i.e., as defined bythe operating parameter) into the pump may lead to a higher the expectedcooling fluid flow rate through the heat dissipation device 112. Theinitial operating parameters may be predetermined based on modeling,testing, and/or prior performance of the system.

After the initial operating parameters are provided to the systemcomponents, the E-PTO controller 320 checks to see if the system is incompliance at process 406. For example, the E-PTO controller 320controller may receive data from sensor(s) 350 monitoring the variouscomponents of the system. The detection circuit 310 may then compare thedata from the sensor(s) to normal operating conditions stored in thedata collection circuit 308 to determine if the sensor readings arewithin the normal operating conditions bounds. If so, the system may bedetermined to be in compliance at decision 408. If not, the system maybe determined to not be in compliance at decision 408. If the system isin compliance, power may continue to be supplied to the system as a partof process 420, allowing the system to continue to operate. Data maycontinue to be collected by the sensor(s) 350, and the process 400 mayreturn to process 406 such that the E-PTO controller 320 may continue tomonitor the system to ensure that the system is in compliance.

If the detection circuit 310 determines that the system is not incompliance at decision 408, the process 400 may proceed to process 410.At process 410, the source of the irregularity is determined. Forexample, the E-PTO controller 320 may be able to determine the source ofirregularity based on which sensor(s) 350 are collecting data outsidethe normal operation bounds. For example, if a heat sensor 350 isconfigured to measure the temperature of the inverter 110, and theinverter 110 temperature exceeds the normal operating temperature upperbound, then the detection circuit 310 may determine the source of theirregularity to be the heat dissipation device 112 because the heatdissipation device 112 is configured to cool the inverter 110. However,the detection circuit 310 may also analyze the data from sensors 350configured to monitor the heat dissipation device 112. For example, if aflow meter sensor 350 indicates that the fluid flow rate of the coolingfluid is within the normal operating bounds and a heat sensor 350indicates that the cooling fluid is at a temperature within the normaloperating bounds, then the detection circuit 310 may determine that thesource of irregularity is the inverter 110. Once the source ofirregularity is determined as a part of process 410, the irregularity isanalyzed at process 412.

Process 412 includes analyzing the irregularity. For example, thedetection circuit 310 may compare the irregular data received from thesensor 350 and compare this to the expected data for normal operatingconditions. The detection circuit 310 may then analyze the irregularityto determine if the data is greater than the upper bound of normaloperating conditions or less than the lower bound of normal operatingconditions. Once this is determined, the detection circuit 310 maydetermine updated operating parameters at process 414. For example, if aheat sensor 350 coupled to the inverter provides the detection circuit310 with a temperature reading that is greater than the upper bound ofthe normal operating conditions, analyzing this irregularity at process412 may indicate that a higher cooling fluid flow rate from the heatdissipation device 112 may be needed. Thus, the detection circuit 310may update the operating parameter for the heat dissipation device 112to increase the amount of power being supplied to the pump within theheat dissipation device 112 such that the cooling fluid flow rateincreases, which may be confirmed by a flow rate sensor 350 in theconduit connecting the heat dissipation device 112 to the inverter 110.After updating the operating parameters, the detection circuit 310 maycontinue to monitor data from the sensor(s) 350. This data may then beanalyzed at decision 416 to determine if a threshold is exceeded (i.e.,a critical operating condition exists). For example, an upper criticaloperating condition bound and a lower critical operating condition boundmay exist for each sensor 350. The upper critical operating bound may behigher than the upper normal operating bound and the lower criticaloperating bound may be less than the lower normal operating bound.

If it is determined that the threshold is not exceed at decision 416,the process 400 returns to decision 408 to determine if the system is incompliance. If not, process 410, 412, and 414 may be repeated, therebycreating a feedback loop (e.g., a PID feedback control loop) in anattempt to bring the system within the bounds of the normal operatingconditions. However, if it is determined that a threshold is exceeded atdecision 416, the detection circuit 310 may send an indication of thecritical operating condition to the alerting circuit 312. The alertingcircuit may then cause the system or any components thereof to shut downas a part of process 418. Further, the alerting circuit 312 may causethe entire refuse vehicle 10 to shut down in response to receiving anindication of a critical operating condition.

Referring now to FIG. 8 , a flow diagram of a motor control process 500is shown according to an exemplary embodiment. The motor control process500 may be utilized to safely operate a motor (e.g., an electric motorand an inverter) during use on a refuse vehicle (e.g., during a liftingevent performed by a refuse vehicle). In this sense, the motor controlprocess 500 may be the same or similar to the E-PTO controls process 400described above. The motor control process 500 may be used to control amotor (e.g., an electric motor included in the prime mover 20). Forexample, the process 500 may be implemented by a controller (e.g., theE-PTO controller 320). The E-PTO controller 320 may be communicablycoupled to an inverter (e.g., the inverter 110), which is coupled to theelectric motor. Thus, the E-PTO controller 320 may implement the motorcontrol process 500 by controlling the inverter that is coupled to theelectric motor. For example, the E-PTO controller 320 may implement themotor control process 500 when the prime mover 20 is being used (e.g.,during a lifting event).

The motor control process 500 may begin at process 501. For example, anoperator of the refuse vehicle 10 may input controls to activate theprime mover 20 as a part of operating the refuse vehicle 10. Uponreceiving the input to control the prime mover 20 at process 501, theE-PTO controller 320 may ensure that the motor is off (e.g., operatingat 0 RPMs) at process 502. For example, based on data received from oneor more sensors 350, the E-PTO controller 320 may determine if the motoris off. For example, the refuse vehicle 10 may include a sensor 350configured to read an output (e.g., RPMs) of the prime mover 20. If thedata from the one or more sensors indicates that the motor is not off,the E-PTO controller 320 may provide a command (e.g., to the inverter110) to shut down the motor. If the one or more sensors 350 indicatethat the motor is already off, then the motor control process 500 mayproceed to process 504.

At process 504, system compliance (e.g., compliance of the onboarddevice(s) 360) is verified before starting the motor. For example, basedon data from one or more sensors 350, the E-PTO controller 320 maydetermine whether the system is in compliance before starting the motor.In this sense, process 504 may be the same or similar to process 406described above. Process 504 may include checking a plurality of systemparameters for compliance based on the data received from the one ormore sensors 350. For example, the E-PTO controller 320 may receive datafrom one or more sensor 350 that is thermally coupled to the inverter110 and/or a cooling system (e.g., a heat dissipation device 112). Forexample, the E-PTO controller 320 may determine whether the temperatureof the inverter is lower than a safe critical temperature (e.g., 80degrees Celsius). If the E-PTO controller 320 determines that one ormore system parameters are not in compliance, the motor may be shut downand the motor control process 500 may return to process 502. However, ifthe system parameters are in compliance, the motor control process 500may proceed to process 506.

At process 506, the motor is begins turning on (e.g., operating atgreater than 0 RMPs). For example, the E-PTO controller 320 may providecommand instructions to the prime mover 20 (e.g., by controlling theinverter 110) in response to determining that one or more systems (e.g.,the onboard device(s) 360) are in compliance. In response to determiningsystem compliance (e.g., inverter temperature is less than 80 degreesCelsius), the E-PTO Controller 320 may cause the motor to start. Asensor 350 may be coupled to the motor such that a motor output (e.g.,the motor RPMs) may be monitor. The motor output data may be provided tothe E-PTO controller 320 such that performance of the motor may bemonitored by the E-PTO controller 320. For example, the E-PTO controller320 may control the inverter 110 and monitor the motor output of theprime mover 20. In this sense, a feedback control loop is formed tocontrol the prime mover 20 and the motor included in the prime mover 20.

At process 508, the motor continues to operate in the on condition. Forexample, the motor may be a part of the prime mover 20, which is beingused during a lifting event. As a part of the lifting event, the motormay provide the power needed to perform the necessary lifting. Duringprocess 508, several events may cause the motor to turn off (i.e., themotor control process 500 returns to process 502). For example, if thevehicle 10 includes an engine, and the engine ignition is on, the E-PTOcontroller 320 may cause the motor to shut down in response. In thissense, the motor may not operate when the vehicle 10 is being driven.Similarly, if the E-PTO controller 320 determines that the vehicle 10 ismoving (e.g., the speed exceeds a pre-determined threshold), the E-PTOcontroller 320 may cause the motor to shut down in response. Further, ifan operator of the vehicle 10 inputs a manual stop (e.g., an emergencystop), the E-PTO controller 320 may cause the motor to shut down.Further, if the E-PTO controller 320 determines that the prime mover 20is no longer in use (e.g., the access door to the refuse storagecompartment is closed), the E-PTO controller 320 may cause the motor toshut down in response.

At process 510, the motor enters shut down mode. For example, the E-PTOcontroller 320 may gradually reduce the power supply to the motor (e.g.,via the inverter 110) until the engine output is zero (e.g., the engineRPMs read by a sensor 350 is zero or substantially 0). For example, ifthe E-PTO controller 320 determines that one or more systems are nolonger in compliance, the E-PTO controller 320 may cause the motor toenter shut down mode. For example, if the cooling system (e.g., the heatdissipation device 112) is determined to be over a critical temperatureor if there is an inadequate volume of cooling fluid flowing throughcooling system, then the E-PTO controller 320 may cause the motor toenter shut down mode. Further, the operator of the vehicle 10 may inputa stop command into the E-PTO controller 320 (e.g., via a graphical userinterface), which may cause the motor to enter shut down mode.Furthermore, if the motor output drops below a critical value (e.g.,RPMs below 2,400) for a critical time period (e.g., 2 seconds), then theE-PTO controller 320 may cause the motor to enter shut down mode. Theengine output may be monitored by the E-PTO controller 320 (e.g., byanalyzing data from one or more sensor 350) to ensure the engine outputis zero. Once the motor output is zero, the motor control process 500returns to process 502.

Referring now to FIG. 9 , a flow diagram of a thermal management process600 is shown according to an example embodiment. The thermal managementprocess 600 may be implemented by the E-PTO controller 320 as a part ofoperating the vehicle 10. According to various embodiments, the E-PTOcontroller 320 may control a thermal management (TM) system (e.g., theheat dissipation device 112) as a part of the thermal management process600 in order to maintain safe operating conditions of the vehicle 10 andsome or all of the onboard devices 360.

The thermal management process 600 may begin at process 601. Forexample, at process 601, the vehicle 10 and/or any of the onboarddevices 360 may be off. After process 601, the thermal managementprocess 600 proceeds to process 602. At process 602, the thermalmanagement system is off. For example, the E-PTO controller 320 may havecaused the thermal management system to shut down, or the thermalmanagement system may not have been active by the E-PTO controller.Alternatively, the entire vehicle 10 may be off. According to variousembodiments, at process 602, the pump (e.g., a thermal pump that is apart of the heat dissipation device 112) may be in the off state. Thepumps status may be determined by the E-PTO controller 320 based on datafrom one or more sensors 350 (e.g., a flow sensor configured to measurethe fluid flow rate of cooling fluid through the pump, a pump outputsensor configured to measure the pump output in RPMs, etc.)

At process 604, the thermal management system begins to start up.Process 604 may include turning on the vehicle 10 ignition and/or any ofthe onboard devices 360. For example, once the vehicle 10 and/or any ofthe onboard devices 360 are turned on, the E-PTO controller 320 maycause the thermal management system to turn on to maintain safeoperating conditions of the vehicle 10. Process 604 may further involveactivating the pump (e.g., a thermal pump that is a part of the heatdissipation device 112). For example, the E-PTO controller 320 may causethe pump to turn on. As a part of starting up, the E-PTO controller maygradually ramp up the power to the pump. According to variousembodiments, at process 604, the pump ramps up the pump output to 40% ofa maximum pump output in two seconds. According to various embodiments,one or more sensors 350 may be coupled to the pump such that the E-PTOcontroller 320 can determine a pump output (e.g., fluid flow rate, RPMs,etc.).

At process 606, the thermal management system continues to operate. Forexample, as the vehicle 10 ignition remains on and communication betweenthe E-PTO controller 320 and the pump is maintained, the thermalmanagement system may continue to operate. According to variousembodiments, the E-PTO controller 320 may monitor the pump output (e.g.,cooling fluid flow rate) to ensure the thermal management system is incompliance. For example, according to various embodiments, the E-PTOcontroller 320 will ensure that the fluid flow rate of the cooling fluidthrough the thermal management system is above a minimum threshold(e.g., 5 liters per minute). Once this minimum flow rate is confirmed bythe E-PTO controller 320, the E-PTO controller 320 may cause the pump tomodulate the pump output (e.g., RPMs) based on a detected fluid flowrate (e.g., as detected by one or more sensors 350) to increase thefluid flow rate of the cooling fluid to an operating flow rate (e.g., to10 liters per minute). According to various embodiments, as the E-PTOcontroller 320 confirms that the thermal management system is runningand in compliance, the E-PTO controller will allow the inverter 110 andmotor to be turned on (e.g., as a part of motor control process 500described above.).

At process 608, a thermal management system error is detected. Forexample, at process 608, communication between the E-PTO controller 320and some or all components of the thermal management system (e.g., theheat dissipation device 112, the pump, a fan, etc.) may be lost, thefluid flow rate of the cooling fluid in the thermal management systemmay drop below the minimum threshold (e.g., 5 liters per minute), and/orthe temperature of the cooling fluid may be above a thresholdtemperature (e.g., 60 degrees Celsius) may cause a thermal managementsystem error to be detected. For example, one or more sensors 350 mayprovide data to the E-PTO controller 320 such that the E-PTO controller320 may determine if a thermal management error system error exists.

In response to determining a thermal management system error exists, theE-PTO controller 320 may turn off the inverter 110 and the motor coupledto the invertor (e.g., process 520). For example, if the ignition isturned off, the thermal management control process 600 may proceed toprocess 610 as is discussed further below.

Alternatively, if the ignition of the vehicle remains on and theinverter 110 and the motor are still on, the E-PTO controller 320 maymodulate the pump included in the thermal management system to cause achange in the fluid flow rate of the cooling fluid in the thermalmanagement system in response to detecting a thermal management systemerror. Further, the E-PTO controller 320 may monitor the temperature ofthe cooling fluid in the thermal management system. For example, if thecooling fluid temperature is below a first threshold (e.g., 30 degreesCelsius), then the thermal management control process 600 may proceed toprocess 612 as discussed further below. However, if the cooling fluidtemperature is above a critical threshold (e.g., 50 degrees Celsius),then the thermal management control process 600 may proceed to process610 as is discussed further below.

According to various embodiments, the thermal management control process600 may return to process 606 after a thermal management system error isdetected if the E-PTO controller 320 subsequently determines that thethermal management system returns to compliance. For example, if theE-PTO controller 320 determines that communication between the E-PTOcontroller 320 and some or all components of the thermal managementsystem (e.g., the heat dissipation device 112, the pump, a fan, etc.)has been restored, the fluid flow rate of the cooling fluid in thethermal management system is above the minimum threshold (e.g., 5 litersper minute), and/or the temperature of the cooling fluid may be below athreshold temperature (e.g., 60 degrees Celsius), the thermal managementcontrol process 600 may return to process 606 and the thermal managementsystem may continue to operate.

At process 610, the thermal management system begins a delayed shutdown. As a part of the delayed shut down, some or all components of thethermal management system may gradually be ramped down in power andeventually shut down. For example, an operator of the vehicle may enteran input (e.g., into a graphical user interface) which may cause theE-PTO controller 320 to begin a delayed shut down of the thermalmanagement system. Further, process 610 may begin once the E-PTOcontroller 320 determines that the vehicle ignition has been shut downfor a period of time (e.g., 1 minute). Further, process 610 may beginonce the E-PTO controller 320 determines that the inverter 110 and themotor have not been running for a period of time (e.g., 5 minutes) andthe coolant temperature is above a critical temperature (e.g., 50degrees C.). Furthermore, process 610 may begin once the E-PTOcontroller 320 determines that the inverter 110 and the motor are notrunning and the coolant temperature is below a threshold (e.g., 30degrees Celsius). In this example embodiment, the thermal management mayshut down instantly, as opposed to a delayed shut down.

After process 610, the thermal management system may completely shutdown at process 612. At process 612, the E-PTO controller 320 may causethe entire thermal management system to shut down. For example, theE-PTO controller 320 may shut down the pump. Further, the E-PTOcontroller 320 may shut down the inverter 110 and/or the motor.Furthermore, the E-PTO controller 320 may shut down the fan. Accordingto various embodiments, the E-PTO controller 320 will only shut down thefan if the ignition is off as a part of process 610.

Although this description may discuss a specific order of method steps,the order of the steps may differ from what is outlined. Also two ormore steps may be performed concurrently or with partial concurrence.Such variation will depend on the software and hardware systems chosenand on designer choice. All such variations are within the scope of thedisclosure. Likewise, software implementations could be accompli shedwith standard programming techniques with rule-based logic and otherlogic to accomplish the various connection steps, processing steps,comparison steps, and decision steps.

As utilized herein, the terms “approximately”, “about”, “substantially”,and similar terms are intended to have a broad meaning in harmony withthe common and accepted usage by those of ordinary skill in the art towhich the subject matter of this disclosure pertains. It should beunderstood by those of skill in the art who review this disclosure thatthese terms are intended to allow a description of certain featuresdescribed and claimed without restricting the scope of these features tothe precise numerical ranges provided. Accordingly, these terms shouldbe interpreted as indicating that insubstantial or inconsequentialmodifications or alterations of the subject matter described and claimedare considered to be within the scope of the invention as recited in theappended claims.

It should be noted that the term “exemplary” as used herein to describevarious embodiments is intended to indicate that such embodiments arepossible examples, representations, and/or illustrations of possibleembodiments (and such term is not intended to connote that suchembodiments are necessarily extraordinary or superlative examples).

The terms “coupled,” “connected,” and the like, as used herein, mean thejoining of two members directly or indirectly to one another. Suchjoining may be stationary (e.g., permanent, etc.) or moveable (e.g.,removable, releasable, etc.). Such joining may be achieved with the twomembers or the two members and any additional intermediate members beingintegrally formed as a single unitary body with one another or with thetwo members or the two members and any additional intermediate membersbeing attached to one another.

References herein to the positions of elements (e.g., “top,” “bottom,”“above,” “below,” “between,” etc.) are merely used to describe theorientation of various elements in the figures. It should be noted thatthe orientation of various elements may differ according to otherexemplary embodiments, and that such variations are intended to beencompassed by the present disclosure.

It is important to note that the construction and arrangement of theelectromechanical variable transmission as shown in the exemplaryembodiments is illustrative only. Although only a few embodiments of thepresent disclosure have been described in detail, those skilled in theart who review this disclosure will readily appreciate that manymodifications are possible (e.g., variations in sizes, dimensions,structures, shapes and proportions of the various elements, values ofparameters, mounting arrangements, use of materials, colors,orientations, etc.) without materially departing from the novelteachings and advantages of the subject matter recited. For example,elements shown as integrally formed may be constructed of multiple partsor elements. It should be noted that the elements and/or assemblies ofthe components described herein may be constructed from any of a widevariety of materials that provide sufficient strength or durability, inany of a wide variety of colors, textures, and combinations.Accordingly, all such modifications are intended to be included withinthe scope of the present inventions. Other substitutions, modifications,changes, and omissions may be made in the design, operating conditions,and arrangement of the preferred and other exemplary embodiments withoutdeparting from scope of the present disclosure or from the spirit of theappended claims.

What is claimed is:
 1. A refuse vehicle comprising: a chassis supportinga plurality of wheels; a battery configured to provide electrical energyto drive at least one of the plurality of wheels; a vehicle bodysupported by the chassis and defining a receptacle for storing refusetherein; and an electric power take-off system coupled to at least oneof the chassis and the vehicle body, the electric power take-off systemincluding: a motor configured to receive electrical energy from thebattery and provide power to a hydraulic system in response to receivingthe electrical energy from the battery, an inverter configured toprovide the electrical energy to the motor from the battery, a sensorconfigured to detect thermal energy within the inverter, and acontroller configured to receive data from the sensor, wherein thecontroller is further configured to determine if the data from thesensor is greater than a critical operating condition and reduce a rateof electrical energy supplied to the motor in response to determiningthat the data from the sensor is greater than the critical operatingcondition.
 2. The refuse vehicle of claim 1, wherein the battery is afirst battery and the electric power take-off system further includes asecond battery, such that the electric power take-off system isconfigured to operate solely off energy from the second battery.
 3. Therefuse vehicle of claim 1, further comprising a heat dissipation deviceconfigured to supply cooling fluid to at least one conduit proximate theinverter.
 4. The refuse vehicle of claim 3, wherein the controller isfurther configured to shut down the electric power take-off system inresponse to determining that the data from the sensor is greater thanthe critical operating condition.
 5. The refuse vehicle of claim 4,wherein the controller is further configured to receive data from asecond sensor and determine if the data from the second sensor is lessthan a second critical operating condition and shut down the electricpower take-off system in response to determining that the data from thesecond sensor is less than the second critical operating condition. 6.The refuse vehicle of claim 1, further comprising a display deviceconfigured to display an alert in response to determining that the datafrom the sensor is greater than the critical operating condition.
 7. Therefuse vehicle of claim 1, wherein the sensor includes a thermocouple.8. A refuse vehicle comprising: a chassis supporting a plurality ofwheels; a battery configured to provide electrical energy to drive atleast one of the plurality of wheels; a vehicle body supported by thechassis and defining a receptacle for storing refuse therein; and anelectric power take-off system coupled to the chassis, the electricpower take-off system including: a motor configured to receiveelectrical energy from the battery and provide power to a hydraulicsystem; an inverter configured to provide electrical energy to the motorfrom the battery, a heat dissipation device in thermal communicationwith the inverter, wherein the heat dissipation device includes: a fluidpump configured to pump cooling fluid through a plurality of conduits inthermal communication with the inverter; a sensor configured to detect aflow rate of cooling fluid at least one of the plurality of conduits;and a controller configured to receive data from the sensor, wherein thecontroller is further configured to determine if the data from thesensor is greater than a critical operating condition and reduce a rateof electrical energy supplied to the motor in response to determiningthat the data from the sensor is greater than the critical operatingcondition.
 9. The refuse vehicle of claim 8, wherein the heatdissipation device is a radiator.
 10. The refuse vehicle of claim 9,wherein the sensor is a first sensor and the electric power take-offsystem further includes a second sensor in thermal communication withthe inverter and configured to detect thermal energy within theinverter.
 11. The refuse vehicle of claim 10, wherein the controller isfurther configured to receive data from the second sensor and determineif the data from the second sensor is greater than a second criticaloperating condition and shut down the electric power take-off system inresponse to determining that the data from the second sensor is greaterthan the second critical operating condition.
 12. The refuse vehicle ofclaim 8, wherein the electric power take-off system is self-contained onthe vehicle body.
 13. The refuse vehicle of claim 8, further comprisinga user interface configured to display an alert in response todetermining that the data from the sensor is greater than the criticaloperating condition.
 14. The refuse vehicle of claim 8, wherein thesensor is a positive displacement meter.
 15. A method comprising:providing power to one or more components a system of a refuse vehicle,the refuse vehicle comprising: a chassis supporting a plurality ofwheels; a battery configured to provide electrical energy to drive atleast one of the plurality of wheels; a vehicle body supported by thechassis and defining a receptacle for storing refuse therein; and anelectric power take-off system coupled to at least one of the chassisand the vehicle body, the electric power take-off system including: amotor configured to receive electrical energy from the battery andprovide power to a hydraulic system in response to receiving theelectrical energy from the battery, an inverter configured to provideelectrical energy to the motor from the battery, a sensor configured todetect thermal energy within the inverter, and a controller configuredto receive data from the sensor; receiving, by the controller, data fromthe sensor; determining, by the controller, if the data from the sensoris greater than a critical operating condition; and shutting down theone or more components of the system, by the controller, in response todetermining the data received is greater than the critical operatingcondition.
 16. The method of claim 15, wherein the controller is furtherconfigured to shut down the electric power take-off system in responseto determining that the data from the sensor is greater than thecritical operating condition.
 17. The method of claim 15, furthercomprising a heat dissipation device is configured to supply coolingfluid to the inverter via at least one conduit.
 18. The method of claim17, wherein the electric power take-off system further includes a secondsensor within the at least one conduit configured to measure a flow rateof the cooling fluid.
 19. The method of claim 18, further comprising:receiving, by the controller, data from the second sensor; determining,by the controller, if the data from the second sensor is less than asecond critical operating condition; and shutting down, by thecontroller, the electric power take-off system in response todetermining that the data from the second sensor is less than the secondcritical operating condition.
 20. The method of claim 15, wherein therefuse vehicle further comprises a display device configured to displayan alert in response to determining that the data from the sensor isgreater than the critical operating condition.